Crank-case-ventilating system for internal-combustion engines



Feb. i1, 1931.

H. L. \VORBOIS CRANK CKSE VENTILATING SYSTEM FOR INTERNAL COMBUSTION ENGINES Filed July 19, 1926 2 Sheets-Sheet 1 :llllllllllllal ,5 MW ./M, n M

Feb. 17, 1931. H. L. WORBOIS CRANK CASE VENTILATING SYSTEM FOR INTERNAL CONBUSTION ENGINES Filed July 19, 1926 2 Sheets-Shed. 2

Patented Feb. '17, 1931 UNITED STATES PATENT Lorriea HOMER L. WORBOIS, or LANSING, MIGV-HIGAN, AssIGnonuojGEnEnAL means 7 conrona'rromor DETROIT, MICHIGAN, a. conroniarron or DELAWARE GRANK-CASE-VENTILATING SYSTEM FOR InrnnNAL-coMnus'rIoiv Application filed July 19,

This invention relates to crankcase ventilating systems for internal combustion en glnes. Such systems are designed to pass con- 7 siderable volumes of air through the crankcase to eifect evaporation of diluents such as fueland water from the lubricating oil to prolong its life. In the winter months it is frequently the case that evaporation will not take place in any great measure unless heat is applied to the crankcase contents. My system is designed to produce a considerable flow of air through the crankcase and to provide the necessary heat even in the coldest weather, and is also of such simple construction as to be suitable for use in prod'uctionion low priced cars.

According to my invention air is supplied to the carburetor and to the crankcase from r a hot air stove of conventional design. Suction, preferably derived from the engine intake, is employed to withdraw the mixture of air and vapors from the crankcasel If desired, the stove may be provided with an air cleaner of the type shown in the applica- 2 tion of Charles F. Kettering Serial No. 71,367, filed Nov. 25, 1925, so that there is no possibility of dirt being drawn into the crankcase or the carburetor. I have also provided means for adjusting the amount of air drawn through the crankcase in accordance with varying conditions of temperature and service. This may take the form of a simple type of valve at the crankcase outlet.

In the drawings: Figure 1 is a side elevation of an automo bile engine with my system applied thereto. Figure 2 is a view of the opposite sideof the engine from that shown in Figure 1;

Figure 3 is an end elevation of the engine with parts broken away and sectioned to bet 1926. Serial :No. 123,372..

. Kettering,;above reiier-red-to. This'device is shown in detail in Figure 4 and consists of a cylinder 16 surrounding the exhaust conduit and having one end closed by cap 18 and the other-end by cap 20 provided with a depending flange 22 which servesto cover theopen ings 24 formed in the upper end of the cylinder 16. .As shown in the drawings the com- .bined cleaner and heater extends in agenerally rearward direction and is exposed to the blast from the usual cooling fan indicated at 26-. Vith this arrangement the hood 22 shields the openings 24 against the entrance of dust, the dust particles because of their greater inertia being carried past the hood.

Clean air entering the cylinder 16 through the apertures 24 becomes heated by contact with the hot walls of theexhaust conduit'and a portion of the heated air passes through conduit 28 to theair intake of carburetor 6.- Another portion of theheated air is led by conduit 30 to the crankcase 4 where it assists in evaporation of diluents.

The oil filler tube 10 is of special gonstruction in that it is provided with a tubular liner. 32 secured to the top of the tube in any pre-" ferred manner as-by welding to the inturned flange 34 provided at the top of the tube. The annular chamber between the liner 32 and the tube 10 communicates with the air intake conduit 28-leading to the carburetor through aconduit 36 secured to the side of the filler tube and to the intake conduit as clearly shown in Figure 2. This method of connecting the conduit36 with the filler tube when the engine oil supply is being renewed. The tube is provided with a suitable closure cap indicated at 40.

Vith the construction described clean. heated air will pass directly-to the carburetor through conduit28and'will also pass through conduit 30 5 into the crankcase and thence -with its" crankcase vapor content through the'annular space between the tube 10 and.

insures that oil will not pass into the conduit liner 32 through conduit 36 into the cone.

duit 28 adjacent. the carburetor. Ihave regarded it as desirable to provide means; to vary the volume of air passing through the crankcase and therefore il u t ate a a ve 4:2 controlled by suitable connections 44: which may be raised or lowered to increase or decrease the volume of air passing through the crankcase. This valve may be controlled from the dash or if desired may be thermostatically operated.

I claim:

1. The combination of an internal combustion engine having a carburetor, a crankcase, an exhaust conduit, a hot air stove mounted on the conduit, means for conducting hot air from the stove to the carburetor, means for conducting hot air from the stove to the crankcase, means for Withdrawing vapors from the crankcase into the engine intake, said Vapors being replaced by hot air from the stove.

' 2. The combination of an internal combustion engine having a carburetor, a crankcase, an exhaust conduit, a hot air stove mounted on said conduit, means for conducting hot air from the stove to the carburetor, means for conducting hot air from the stove to the crankcase, means for applying intake suction to the crankcase to Withdraw vapors therefrom, and adjustable means for varying the amount of air drawn through the crankcase.

In testimony whereof I aflix my signature.

HOMER L. WOR-BOIS. 

